Multispeed transmission



y 8 1951 G. B. DU BOIS 2,552,000

. MULTISPEED TRANSMISSION Filed Jan. 9, 1946 4 Sheets-Sheet 1 INVENTOR. GEI'JREE B.DLI EDIE.

BY i E 'AfTEIFlNEY y 8,1951 9. B. DU BOIS 0 2,552,000

MULTISPEED TRANSMISSION Filed Jan. 9, 1946 4 Sheets-Sheet 2 INVENT ATTORNEY y 3,1951 G. B. DU BOIS 2,552,000

MULTISPEED TRANSMISSION Filed Jan. 9, 1946 V 4 Sheets-Sheet 3 INVENTOR. GEORGE E. DLI EDIE.

ATTEIHNEY Mays, 1951 a. B. DU BOIS 2, 5 ,0

MULTISPEED TRANSMISSION Filed Jan. 9, 1946 v I 4 Sheets-Sheet 4 INVENTOR. EEDHEE E. DU EDIE.

ATTORNEY Patented May 8, 1951 T MULTISPEED TRANSMISSION George B. Du Bois, Radburn, N. 3., assigncr to Wright Aeronautical Corporation, a corporation of New York Application January 9, 1946, Serial No. 640,074

6 Claims.

This invention relates to multi-speed transmissions and is a continuation-in-part of copending application Serial No. 609,432 filed August '7, 1945 by Davis et al. The invention, as illustrated, has been designed for driving a supercharger of an internal combustion engine but, as will appear, the invention is not limited to this specific use and instead is of general application.

The aforementioned co-pending application discloses a two-speed planetary transmission in which the speed changing clutches and/or brakes have relatively low engaging speeds, the planet 'pinions have only light bearing loads and, at both speed ratios, the gears are in continuous rolling engagement. This two-speed planetary transmission comprises a primary speed step-up from an input shaft to a planetary gear train which, in turn, provides a further speed step-up to the output shaft. The two-speed ratios of the transmission are obtained by locking the reaction member of said planetary gear train to a fixed structure or to a member rotating at the speed of the input shaft.

It is an object of this invention to provide a novel three-speed transmission embodying the basic combination of said aforementioned twospeed transmission and having the same desirable characteristics as said two-speed transmission. Specifically, the invention comprises a speed step-up from the input shaft to the input member of a planetary gear train and, as in the aforementioned two-speed transmission, this planetary gear train provides a further speed step-up to an output shaft. The three-speed ratios are obtained by locking the reaction member of said planetary gear train to a fixed structure or to one or the other of two rotating members and, preferably, one of these members rtates at the speed of said input shaft.

Other objects of this invention will become apparent upon reading the annexed detailed description in connection with the drawing in which:

Figure l is an axial sectional view through a transmission embodying the invention;

Figures 2, 3 and 4 are sectional views respectively taken along lines 2-2, 33 and 4-2 of Figure 1;

Figure 5 is a view similar to Figure 1" but of a modification; and

Figures 6 and 7 are sectional views taken along lines 6 and 11-7 of Figure 5.

Referring to the drawing, a drive transmitting input shaft I8 is provided with a flange l2 to which a plate l 4 is secured by bolts I6. The

plate It is provided with a plurality of studs l8 about which planet pinions 20 are journaled. The pinions 2B are disposed in meshing engagement between an internal gear 22 and a sun gear 24. The internal gear 22 is secured to a housing 2i by nuts 23 and the sun gear 24 has an internal :ear 26 formed integral therewith. A planet ,arrier 28 is provided with a plurality of studs 39 and 32 about which planet pinions 34 and 38 are respectively journaled. As best seen in Figure 2, the planet pinions 34 and 36 are disposed in pairs in engagement with each other with the pinion 34 meshing with the internal gear 26 and the pinion 36 meshing with the sun gear 38 formed integral with an output shaft 40. A plate 42 is secured to the planet carrier 28 by bolts 44 and is piloted on a drum 45 secured to the fixed housing 2 I.

A friction brake is provided for releasably locking the planet carrier 28, 22 against rotation. The friction brake comprises a plurality of frictionally engageable plates 46 and 58 alternately disposed and respectively splined to the rim 50 of the planet carrier plate 42 and to a drum 52 secured to the housing 25 by the bolts 23. An annular member 52 is also secured to the housing 2| by the bolts 23 and a piston 55 is slidable relative to the annular member 52 to clamp the plates 46 and 48 together upon application of a fluid pressure through a passage to a chamber 58 between the piston 56 and the member 54. When the friction plates 4-5 and 68 are clamped together, a step-up drive is provided by the planet pinions 34 and 36 from the internal gear 2'5 to the output shaft it.

The arrangement of the planet pinions 34 and 36 in pairs with one meshing with the internal gear 26 and the other with the sun gear 38 results in rotation of the output shaft 4|] in the same direction of rotation as the internal gear 26. This construction reduces the load on the friction plates 16 and 48 as compared to a construction in which each planet pinion directly meshes with the internal gear 26 and the sun gear 38 since, with this latter arrangement, the output shaft Ail would rotate in a direction opposite to that of the internal gear 26.

When the brake plates 45 and 48 are disengaged, the planet carrier 28, 42 starts to rotate in the same direction as the input shaft Ill-that is, clockwise as indicated in Figure 3. The planet carrier 28, i2 is restrained against rotating at a speed greater than that of the input shaft ill by a one-Way clutch comprising rollers 62. The rollers 62 are disposed in a cage 63 be tween the internal cylindrical surface of the plate I4 and the cam surfaces 64 on a cam member 66 splined to the planet carrier 28 at 68. Accordingly, when the friction plates 46 and 48 are disengaged, the planet carrier 28, 42 is restrained against rotating at a speed greater than that of the input shaft I6 thereby providing a second step-up drive ratio from the internal gear 26 to the output shaft #56, which step-up ratio is less than the step-up ratio provided when the planet carrier 26, 42 is locked against rotation.

The construction so far described is quite similar to that disclosed in the aforementioned copending application of Davis et al. With the present invention, a second one-way clutch is provided so that, when the friction plates 46 and 48 are disengaged, the planet carrier 28, 42 can be restrained against rotation at a speed greater than either the speed of the input shaft I6 or some other predetermined speed. To this end, relatively small planet pinions I6 are formed integral with the pinions 26 and are disposed in meshing engagement with an internal gear I2.

With this construction, the internal gear I2 is driven at a speed less than the speed of the input shaft II). A one-way clutch comprising rollers I4 is disposed between the rim 56 of the planet carrier plate 42 and the rim I6 of the internal gear I2. The rollers I4 are disposed between the cam surfaces I6 formed on the rim I6 of the internal gear I2 and the cylindrical outer surface of the planet carrier rim 56. The cam surfaces 18 are disposed so that the rollers I4 are adapted to prevent the planet carrier 28, 42 from rotating at a speed greater than the speed of the internal gear I2 thereby providing an intermediate step-up drive ratio from the internal gear 26 to the output shaft 46.

It is necessary to provide some means to lock the one-way clutch rollers I4 in their inoperative position otherwise the speed of the planet carrier 28, 42 could never exceed that of the internal gear I2 and the one-way clutch rollers 62 would never function. To this end, a cage 86 for the rollers i4 is provided with a plurality of radially extending fingers 82 each having a portion extending into one of a plurality of slots 64 cut out of the rim I6 of the internal gear I2. These fingers each provide a thrust plate 86 within their associated slots 84. between one wall of the slots and their associated thrust plates 86, are effective to urge the roller cage and its rollers I4 toward contact between the cam surfaces i8 and the planet carrier rim 56. Plungers 96 are adapted to urge the thrust plates against the springs 88 upon application of fluid pressure to cylinders 82 formed in the gear rim I6 and within which the plungers 96 are slidable. Fluid pressure is adapted. to be supplied to the cylinders 92 through passages 93, 94, annular groove 96, and alined passages 98 and I66 to the cylinders S. The radial passages 88 are formed in a ring 99 secured about the rim of the gear I2. When fluid pressure is supplied to the cylinders 92, the plungers 86 act against the springs 88 to hold the roller cage 66 and rollers I4 in their inoperative position illustrated in Figure 4.

A valve I62 is provided to control the application of fluid pressure to the plungers 96 and to the piston 56. As illustrated, the valve I62 comprises a sleeve I64 having a valve plug I66 axially slidable therein. A radial passage I68 in the sleeve I64 is in communication with the cylinder 56 via conduit H2 and passage 66 and a radial passage I I 6 in the sleeve I64 is in communication Springs 86, disposed with the cylinders 92 via conduit II4, passages 93, 94, annular groove 96 and passages 88 and I66. A suitable fluid, such as lubricating oil, is supplied under pressure to the valve I62 through a conduit I I6 opening into a radial passage I I6 and a longitudinal groove I26 within the sleeve I64. The sleeve I64 is also provided with a longitudinal internal groove I2I. The valve plug I62 has a central drain passage I22, a radial passage I24 extending therefrom, an annular external groove I26 and. a longitudinal groove i28 extending therefrom.

In the position of the valve I62, illustrated in Figure l, fluid under pressure is supplied from the conduit II6 to the annular and longitudinal grooves I26 and I28 in the valve plug and thence through conduits I92, II4 to the annular chamber 58 and cylinders 62. Accordingly, with the valve in this position, the plungers 96 are effective to maintain the one-way clutch rollers 14 in their inoperative position as illustrated in Figure 4. At the same time, the friction brake plates 46 and 48 are engaged to lock the planet carrier 28, 42 against rotation whereupon the a"; planet pinions 34 and 36 provide the high step-up drive ratio from the internal gear 26 to the output shaft 46.

Upon downward movement of the valve plug I66 (Figure 1) to the dotted-line position indicated at I36, the longitudinal groove I28 in the valve plug now places both radial passages I68 and H6 in communication with the longitudinal groove I2I which, in turn, is connected to the drain passage I22 through the passage I24. Accordingly, both conduits I I 2 and I #4 are now con nected to the drain passage I22 thereby effecting disengagement of the friction plates 46 and 48 and relieving the plungers 96 of pressure. The spring 88 then moves the rollers I4 into engagement between the cam surfaces I8 and the rim 56 of the planet carrier. At the same time, the planet carrier 28, 42 starts to rotate in the same direction as the gear I2. When the speed of the planet carrier 26, 42 starts to exceed that of the gear I2, the rollers I4 in effect lock the carrier to the gear I2 to prevent any further increase in the speed of the carrier relative to the gear 52 thereby providing the intermediate step-up drive ratio from the internal gear 26 to the output shaft 46. Upon return of the valve plug I66 to the position illustrated in Figure 1, the friction brake plates 46 and 48 are again engaged to lock the planet carrier 26, 42 against rotation, whereupon rotation of the internal gear I2 disengages the rollers I4 and the fluid pressure applied to the plungers 96 holds the rollers in their inoperative position illustrated in Figure 4. Upon upward movement of the valve plug I66 to the dotted-line position, indicated at I32, fluid pressure is supplied to the cylinders 62 against the plungers 86 via annular groove I26, conduit H4, etc. thereby holding the rollers 74 in their inoperative position. At the same time, the annular chamber 58 is relieved of pressure by communication with the drain passage I22 via passage I24, conduit II2, etc., thereby effecting disengagement of the friction plates 46 and 46. Accordingly, the planet carrier starts to rotate and, since the rollers F4 are being held in their inoperative position, the planet carrier accelerates until its speed reaches the speed of the input shaft i6. The one-way clutch rollers 62 then engage to restrain the planet carrier 28, 42 against any further increase in the speed relative to the input shaft I6 thereby providing the low step-up drive ratio from the internal gear to the output shaft 40.

At this point, it should be noted that it is within the scope of this invention to reverse the operation of the springs 86 and plungers 90 such that the springs 06 would normally urge the rollers 14 toward the position illustrated in Figure 1 and the plungers 96 would. be adapted, upon the application of fluid pressure to the cylinders 92, to move the rollers into engagement between the cam surfaces '18 and the planet carrier rim 50.

With the construction of Figures 1 to 4, the transmission comprises gearing providing a speed step-up drive from an input shaft to the input member 26 of a planetary gear train together with first means adapted to hold the planet carrier 28, 42 of said gear train stationary, second means adapted to prevent rotation of the planet carrier of said gear train at a speed in excess of a first predetermined speed and third means adapted to prevent rotation of said planet carrier at a speed in excess of a second predetermined speed. As illustrated in Figures 1 to 4, this first predetermined speed is the low speed of the gear 12 and the second predetermined speed is the higher speed of the input shaft I0. With this construction, the planet carrier is the reaction member of said planetary gear train and this carrier never rotates at a speed greater than the speed of the input shaft so that the planet pinions are never subjected to large centrifiugal forces whereby the bearing loads are never large. Also, the clutches and brakes have low engaging speeds and in all of the speed ratios all the 2:

gears are in continuous rolling engagement.

With the above construction, the planet carrier 28, 42 provides the reaction torque for the planet pinions and 36. Instead of controlling the speed of rotation of the planet carrier 28, 42 by the clutches and brakes, it is also within the scope of this invention to drivably connect the planet carrier to the gear 20 and to control the speed of rotation of the internal gear 26 by the clutches and brakes as disclosed in the aforementioned application of Davis et al. in the case of the two-speed transmission. Thus in Figure 5 of said Davis et al. application the brake and oneway clutch control the pinion carrier member I of a planetary gear train and the internal gear I35 of said gear train constitutes its input member while in Figure l of said application the brake and one-way clutch control the internal gear 52 of a planetary gear train and the pinion carrier member 30 of said latter gear train constitutes its input member. Figure 1 of the present invention is similar to Figure 5 of said Davis et al. application except for the addition of a second one-Way clutch l5 and associated gearing, Accordingly it seems clear that Figure 1 of the present invention could be modified so as to be similar to Figure 1 of the Davis et al. application whereby the internal gear instead of the planet carrier member would be controlled by the brake and one-way clutches and said carrier member instead of said internal gear would constitute the input member of its planetary gear train. Figures 5 to 7 illustrate a modification generally similar to Figures 1 to 4 in that means are provided to lock the planet carrier against rotation or to restrain the carrier against rotation at a speed in excess of the speed of the input shaft. However, in Figures 5 to 7, a third speed is provided by restraining the carrier against r0- tation at a speed greater than some speed higher 6 than the speed of the input'shaft instead of, as in Figures 1 to 4, at a speed less than the speed of the input shaft.

Referring now to Figures 5 to 7, an input shaft I40 is provided with an annular flange I42 to which a plate I 44 is secured by bolts I46. The plate Hi l is provided with a plurality of studs I46 projecting therefrom and about which planet pinions I48 are journaled. The planet pinions I05 are disposed between a sun gear I and an internal gear I52 secured to the fixed housing structure I54 by nuts I56. The sun gear I50 is formed integral with an internal gear I58. A planet carrier I is provided with a plurality of meshing pairs of planet pinions I52 and I64 with the planet pinions I 52 also meshing with the internal gear I58 and with the planet pinions I65 also meshing with the sun gear I55 formed on an output shaft I66. The arrangement of the planet pinions I62 and IE4 is similar to the arrangement of the planet pinions 34 and 35 in Figures 1 and 2.

Aplate I10 is secured to the planet carrier I60 by bolts I12. A friction brake engageable with the rim I15 of the plate III] is provided for looking the planet carrier I60, I10 against rotation. The friction brake comprises a plurality of frictionally engageable plates I16 and I18 alternately disposed and respectively splined to the planet carrier rim I and to a drum I secured to the housing I54 by the bolts I56. An annular member I82 is also secured to the housing I54 by the bolts I55 and a piston I60 is slidable relative to the annular member I82 to clamp togetherthe frictionally engageable plates I16 and H8 upon the application of fluid pressure through the passage 135 to the chamber I88 between the piston I84 and the annular member I82.

When the brake plates H6, I18 are disengaged, the planet carrier I00, I70 starts to rotate in the same direction as the input shaft I40that is, counterclockwise as viewed in Figures 6 and 7. One-way clutch rollers I90, when engaged, are arranged to restrain the planet carrier I60, I10 against rotation at a speed faster than that of the input shaft I420. The rollers I60 are disposed between an internal cylindrical surface on the plate I44 and cam surfaces I92 on a cam member I94 splined to the planet carrier I60 at I96. A second set of one-way clutch rollers I98, when engaged, are arranged to restrain the planet carrier I55, H5 against rotation at a predetermined speed faster than that of the input shaft I40. To this end, small planetpinions 200 are formed integral with the planet pinions Hi0 and arerdisposed in meshing engagement with a sun gear 202 which thereby rotates at a speed faster than that of the input shaft I00. The one-way clutch rollers I98 are disposed in a cage 203 between the internal cylindrical surface of the Sun gear 202 and cam surfaces 200 on the cam member 206 also splined to a planet carrier I60.

With this construction, the friction brake plates we and I78, when engaged, provide a high step-up drive ratio from the internal gear I58 to the output shaft I58; the one-way clutch rollers I55, when engaged, provide an intermediate step-up drive ratio; and the one-way clutch rollers I50, when engaged, provide a low step-up drive ratio. Before the oneway clutch rollers can engage, it is necessary to provide some means to render the rollers I95 inoperative. To this end, the rollers I00 are disposed in a cage 203 having a plurality of radially inwardly extending fingers 2I0. Also a plurality of plungers 2I2 are slidably mounted in the cam member I94 and are urged outwardly by springs 2%. The plungers 2I2, when projecting outwardly, as illustrated in Figure 5, engage the fingers 2m to prevent rotation of the rollers I90 into engagement between the cam surfaces I92 and the internal cylindrical surface of the plate M4 thereby maintaining the rollers in their inoperative position. With the plungers 2I2 in this position, when the friction brake plates I76 and I18 are disengaged, the planet carrier I68, I10 accelerates until it is rotating at the speed of the sun gear 262 whereupon the rollers I98 engage to prevent any further increase in speed.

The plungers 2 I2 are pressed outwardly by the springs 2M into engagement with a ring 2 I 6 having fingers 2 i8. Each of the fingers 2 i8 is formed integral with the ring 2% and disposed in a groove in the flange M2. Pins 220 secured to the fingers 2I8 project through the flange I42 and a ring 222 is secured across the ends of the pins 220. An annular piston 224 is slidably mounted in a cylinder 225 formed in a fixed housing structure 221 and a plurality of piston rods 228 extend therefrom toward engagement with the ring 222. Springs 238 are provided to urge the piston 224 away from the ring 222. When fiuid pressure is applied to the cylinder 226 through a passage 232, the piston 224 moves to the left (Figure to move the ring 222 and therefore the ring 2H5 to the left to depress the pins 2 I2, thereby freeing the roller cage 208. If the friction plates Ilfi and I18 are now disengaged, the planet carrier I69, I10 only accelerates until it reaches the speed of the input shaft I whereupon the rollers I90 engage to prevent any further increase in the speed of the planet carrier relative to the input shaft.

A valve 240 is provided to control the operation of the pistons I84 and 224. As illustrated, the valve 230 comprises a sleeve 222 having a pair of spaced radial passages 244 and 246 respectively connected to the cylinders I88, 226 through conduits 2 38 and 252. The sleeve 222 is also provided with a radial passage 252 and a longitudinal groove 254 extending therefrom and to which a suitable fluid under pressure is supplied by conduit 256. A valve plug 258 is slidably disposed in the sleeve 242. The valve plug is provided with a central drain passage 260, a pair of radial passages 262 and 264, a longitudinal groove 266 extending from the radial passage 262 and an annular groove 268 about the valve plug 258.

With the valve plug 258 in the position illustrated in Figure 5, fluid pressure is supplied to the cylinder I88 from the supply conduit 256 via longitudinal groove 25 i, annular groove 268, conduit 248 and passage iBS. Accordingly, the friction brake plates I16 and I18 are engaged to hold the planet carrier I 60, I?!) stationary thereby placing the transmission in its high stepup drive ratio. If the valve plug 258 is now moved downwardly, to its dotted-line position indicated at 210, the cylinder I83 is connected to the drain passage 260 via conduit 248 and passage 264 thereby disengaging the brake plates I16 and I18 to free the planet carrier I66, I10. At the same time, fiuid pressure is admitted to the cylinder 226 via annular groove 268, conduit 250 and passage 232 to move the piston 222 to the left thereby depressing the pins 2I2 and freeing the roller cage 208. As soon as the planet carrier I52, H6 accelerates to the speed of the input shaft I40, the rollers I98 engage to prevent any further increase in speed of the planet carrier 3 whereby the transmission is in its intermediate step-up speed ratio.

Upon return movement of the valve plug 258 to the position illustrated in Figure 5, the friction plates I16 and I78 are again engaged to hold the planet carrier I62, I10 stationary whereupon rotation of the plate I44, relative to the now stationary cam member I94, frees and moves the rollers I96 to the inoperative position and the springs 2 I4 move the pins 2I2 outwardly for cooperation with the cage fingers 2m to hold the rollers I96 in this inoperative position.

If the valve plug 258 is now moved upwardly, to the dotted-line position indicated at 212 in Figure 5, both cylinders I88 and 226 are connected to the drain passage 25!) through thelongitudinal groove 268 and passage 262. Accordingly, the friction plates I16 and I18 are again disengaged and the one-way clutch rollers I90 are maintained in their inoperative position by the pins 2 I2. The planet carrier I60, I18 accelerates until it reaches the speed of the gear 262 whereupon the rollers Ifiii engage to prevent any further increase in speed of the planet carrier. The transmission is then in its low step-up speed ratio.

While I have described my invention in detail in its present preferred embodiment, it will be obvious to those skilled in the art, after understanding my invention, that various changes and modifications may be made therein without departing from the spirit or scope thereof. I aim in the appended claims to cover all such modifications.

I claim as my invention:

1. In a multi-speed transmission; a planetary gear train comprising an input member, an output member and a rotatable torque reaction member; a brake engageable to prevent rotation of said reaction member, said reaction member being arranged to rotate in the direction of the reaction torque acting thereon upon disengagement of said brake during transmission of torque by said gear train; first means including a one-way clutch selectively engageable upon disengagement of said brake to constrain said reaction member to 1'0- tation at a first predetermined speed; and secand means including a one-way clutch selectively engageable upon disengagement of said brake to constrain said reaction member to rotation at a second predetermined speed in the direction of said reaction torque, said first and second predetermined speeds differing from each other and each differing from the speeds of said input and output members.

2. In a multi-speed transmission; a planetary gear train comprising an input member, an output member and a rotatable torque reaction memher; a brake engageable to prevent rotation of said reaction member, said reaction member being arranged to rotate in the direction of the reaction torque acting thereon upon disengagement of said brake during transmission of torque by said gear train; a pair of rotatable members; gearing connecting each of said rotatable members to one of said input and output members for rotation in the direction of said reaction torque at a speed differing from the speed of the other rotatable member and from the speeds of said input and output members; a first clutch selectively engageable upon disengagement of said brake to constrain said reaction member to rotation with one of said rotatable members; and a second clutch selectively engageable upon disengagement of said brake to constrain said reaction member to rotation With the other of said rotatable members.

3. In a multi-speed transmission; a planetary gear train comprising an input member, an output member and a rotatable torque reaction member; a brake engageable to prevent rotation of said reaction member, said reaction member being arranged to rotate in the direction of the reaction torque acting thereon upon disengagement of said brake during transmission of torque by said gear train; a pair of rotatable members; gearin connecting each of said rotatable members to one of said input and output members for rotation in the direction of said reaction torque at a speed diiTering from the speed of the other rotatable member and from the speeds of said input and output members; a first one-Way clutch selectively engageable upondisengagement of said brake to constrain said reaction member to rotation with one of said rotatable members; and a second one-way clutch selectively engageable upon disengagement of said brake to constrain said reaction member to rotation with the other of said rotatable members.

4. In a multi-speed transmission as recited in claim 3 and including means for controlling the operation of said brake and clutches such that when one of said clutches is in engagement said brake must be engaged before the other of said clutches can be engaged.

5. In a multi-speed transmission; an input shaft; a planetary gear train comprising an input member, an output member and a rotatable torque reaction member; means to provide a stepup drive from said input shaft to said input member; a brake engageable to prevent rotation of said reaction member, said reaction member being arranged to rotam in the direction of the reaction torque thereon upon disengagement of said brake; a rotatable member; gearing connecting said rotatable member to said input shaft and input member for rotation at a speed less than that of said shaft, said rotatable member and 1. U input shaft being rotatable in the same direction a said reaction torque; a, first clutch selectively engageable upon disengagement of said brake to constrain said reaction member to rotation with said rotatable member; and a second clutch selectively engageable upon disengagement of said brake to constrain said reaction member to rotation with said input shaft.

6. In a multi-speed transmission; an input shaft; a planetary gear train comprising an input member, an output member and a rotatable torque reaction member; means to provide a step-up drive from said input shaft to said input member; a brake engageable to prevent rotation of said reaction member, said reaction member being arranged to rotate in the direction of the reaction torque thereon upon disengagement of said brake; a rotatable member; gearing connecting said rotatable member to said input shaft and input member for rotation at a speed less than that of said shaft, said rotatable member and input shaft being rotatable in the same direction as said reaction torque; a first one-way clutch selectively engageable upon disengagement of said brake to constrain said reaction member to rotation with said rotatable member; and a second one-Way clutch'selectively engageable upon disengagement of saidbrake to constrain said reaction member to rotation with said input shaft.

- GEORGE E. DU BOIS.

REFERENCES CITED The following references are of record in the file of this patent:

UNITED STATES PATENTS Date 

